Vehicle controller

ABSTRACT

A vehicle controller includes a pendulum mechanism arranged between an under body and an upper body of a vehicle to allow an oscillation of the upper body relative to the under body, a vehicle height adjuster allowing the under body to incline, and an inclination controller controlling an operation of the vehicle height adjuster to cause the under body to incline in a direction where the upper body inclines while oscillating around a support point that is defined by the pendulum mechanism.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is based on and claims priority under 35 U.S.C. § 119to Japanese Patent Application 2019-071532, filed on Apr. 3, 2019, theentire content of which is incorporated herein by reference.

TECHNICAL FIELD

This disclosure generally relates to a vehicle controller.

BACKGROUND DISCUSSION

JP2004-352196A discloses a construction where a pendulum structure isdisposed between an under body (chassis) and an upper body of a vehiclefor allowing a swingable movement (oscillation) of the upper bodyrelative to the under body. Specifically, the pendulum structure allowsthe swingable movement of the upper body caused by acceleration of thevehicle, so that a passenger of the vehicle is unlikely to feel a changeof acceleration (i.e., lateral acceleration or lateral G, for example)generated at the vehicle. The passenger may feel comfortable while thevehicle is being driven accordingly.

In a case where the upper body swingably moves by the operation of theaforementioned pendulum mechanism, the upper body inclines with a lowerend thereof moving outward relative to the under body. The lower end ofthe upper body that protrudes outward relative to the under body mayprovide an oppressive feeling to surrounding vehicles.

A need thus exists for a vehicle controller which is not susceptible tothe drawback mentioned above.

SUMMARY

According to an aspect of this disclosure, a vehicle controller includesa pendulum mechanism arranged between an under body and an upper body ofa vehicle to allow an oscillation of the upper body relative to theunder body, a vehicle height adjuster f allowing the under body toincline, and an inclination controller controlling an operation of thevehicle height adjuster to cause the under body to incline in adirection where the upper body inclines while oscillating around asupport point that is defined by the pendulum mechanism.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and additional features and characteristics of thisdisclosure will become more apparent from the following detaileddescription considered with the reference to the accompanying drawings,wherein:

FIG. 1 is a perspective view of a vehicle according to an embodimentdisclosed here;

FIG. 2 is a side view of the vehicle;

FIG. 3 is a front view of the vehicle;

FIG. 4 is a perspective view of a pendulum mechanism;

FIG. 5 is a plan view of the pendulum mechanism;

FIG. 6 is a side view of the pendulum mechanism for explaining anoperation thereof;

FIG. 7 is a front view of the pendulum mechanism for explaining theoperation thereof;

FIG. 8 is a block diagram of a configuration of a vehicle controller;

FIG. 9A is a side view of a longitudinal oscillation actuator as viewedfrom a lateral side of the vehicle;

FIG. 9B is a side view of a lateral oscillation actuator as viewed froma front side of the vehicle;

FIG. 10 is a control block diagram of the vehicle controller;

FIG. 11 is a side view of vehicle height adjusters for explaining anoperation thereof;

FIG. 12 is a rear view of the vehicle height adjusters for explainingthe operation thereof;

FIG. 13 is a diagram illustrating the vehicle height adjusters forexplaining the operation thereof;

FIG. 14 a control block diagram of an oscillation controller and aninclination controller provided at a position control ECU;

FIG. 15 is a flowchart of a processing for controlling an inclination ofan under body;

FIG. 16 is a diagram explaining a relation between an inclination angleof the upper body and an inclination angle specified for the under body;

FIG. 17 is a diagram explaining a relation between the inclination angleof the upper body and the inclination angle specified for the under bodyaccording to a first modified example;

FIG. 18 is a diagram explaining a relation between an acceleration ofthe vehicle and the inclination angle specified for the under bodyaccording to a second modified example;

FIG. 19 is a control block diagram illustrating an oscillation controlof the upper body and an inclination control of the under body accordingto a third modified example;

FIG. 20 is a flowchart of a processing for controlling the inclinationof the under body according to the third modified example;

FIG. 21 is a control block diagram illustrating the oscillation controlof the upper body according to a fourth modified example; and

FIG. 22 is a flowchart of a processing for controlling the oscillationof the upper body according to the fourth modified example.

DETAILED DESCRIPTION

An embodiment is explained with reference to the attached drawings. Asillustrated in FIGS. 1 to 3, a vehicle 1 according to the embodimentincludes an under body (chassis) 3 supported by wheels 2 via respectivesuspensions 100 and an upper body 4 supported at an upper side of theunder body 3. The vehicle 1 includes a pendulum mechanism 10 between theunder body 3 and the upper body 4 for allowing a swingable movement,i.e., an oscillation, of the upper body 4 relative to the under body 3.

As illustrated in FIGS. 2 to 5, the pendulum mechanism 10 according tothe embodiment includes a pair of front support portions 13, 13 providedat a front end portion 3 f of the under body 3. The pair of frontsupport portions 13, 13 is opposed to each other in a vehicle widthdirection. Specifically, each front support portion 13 includes an arcbody 11 that extends from a rear side to a front side (i.e., from aright side to a left side in FIG. 2) of the vehicle 1 while curvingupward. The pendulum mechanism 10 also includes a pair of rear supportportions 17, 17 provided at a rear end portion 3 r of the under body 3.The pair of rear support portions 17, 17 is opposed to each other in thevehicle width direction. Specifically, each rear support portion 17includes an arc body 15 that extends from the front side to the rearside (i.e., from the left side to the right side in FIG. 2) of thevehicle 1 while curving upward. Each front support portion 13 includes asubstantially triangular frame form with the arc body 11 serving as anoblique side. In the same manner, each rear support portion 17 includesa substantially triangular frame form with the arc body 15 serving as anoblique side. According to the embodiment, the pair of front supportportions 13, 13 fixed to the opposed ends of the under body 3 in thevehicle width direction (i.e., right and left direction in FIG. 5) andthe pair of rear support portions 17, 17 fixed to the opposed ends ofthe under body 3 in the vehicle width direction together constitute apair of longitudinal oscillation support portions 21, 21 extending in afront-rear direction of the vehicle 1 and being opposed in the vehiclewidth direction.

The pendulum mechanism 10 includes a pair of arc bodies 22, 22 fixed toa lower surface 4 s of the upper body 4 in a state being opposed to eachother in the vehicle front-rear direction. The pair of arc bodies 22, 22is respectively arranged at positions corresponding to the front endportion 3 f and the rear end portion 3 r of the under body 3. Each arcbody 22 extending in the vehicle width direction includes a lengthwisecenter that protrudes downward to form a substantially arcconfiguration. The pair of arc bodies 22, 22 constitutes a pair oflateral oscillation support portions 26, 26 opposed to each other in thevehicle front-rear direction. The vehicle 1 according to the embodimentalso includes a middle body 25 disposed between the under body 3 and theupper body 4. The pendulum mechanism 10 includes plural rollers servingas rotating bodies rotatably sliding on curving surfaces of the arcbodies 22 constituting the pair of lateral oscillation support portions26, 26 and curving surfaces of the arc bodies 11, 15 constituting thepair of longitudinal oscillation support portions 21, 21 in a statewhere the rollers are fixed to the middle body 25.

That is, main rollers 31 are provided at a first side surface 25 a and asecond side surface 25 b of the middle body 25 while projecting outwardin the vehicle width direction. Specifically, the main rollers 31include a pair of front main rollers 31 f, 31 f at the first sidesurface 25 a and a pair of rear main rollers 31 r, 31 r at the secondside surface 25 b as illustrated in FIG. 5. Each main roller 31 includesa substantially shaft form. The middle body 25 is assembled on the upperside of the under body 3 in a state where the front main rollers 31 fmake contact, from an upper side, with the respective arc bodies 11provided (i.e., fixed) at the under body 3 and the rear main rollers 31r make contact, from an upper side, with the respective arc bodies 15provided (i.e., fixed) at the under body 3.

The front main rollers 31 f provided at a front side (i.e., an upperside in FIG. 5) of the respective side surfaces 25 a and 25 b of themiddle body 25 slidably make contact with upper curving surfaces 11 u ofthe respective arc bodies 11 constituting the front support portions 13.Additionally, the rear main rollers 31 r provided at a rear side (i.e.,a lower side in FIG. 5) of the respective side surfaces 25 a and 25 b ofthe middle body 25 slidably make contact with upper curving surfaces 15u of the respective arc bodies 15 constituting the rear support portions17. The upper body 4 supported above the under body 3 oscillates (i.e.,swingably moves) together with the middle body 25 in the vehiclefront-rear direction relative to the under body 3 in a state where thefront main rollers 31 f and the rear main rollers 31 r roll on the uppercurving surfaces 11 u and 15 u of the respective arc bodies 11 and 15.

Main rollers 32 are provided at a front surface 25 f and a rear surface25 r of the middle body 25 while projecting in the vehicle front-reardirection. Specifically, the main rollers 32 include a pair offirst-side main rollers 32 a, 32 a at the front surface 25 f and a pairof second-side main rollers 32 b, 32 b at the rear surface 25 r asillustrated in FIG. 5. Each main roller 32 includes a substantiallyshaft form. The upper body 4 is assembled on the upper side of themiddle body 25 in a state where lower curving surfaces 22 l of therespective arc bodies 22 fixed to the lower surface 4 s of the upperbody 4 make contact, from an upper side, with the main rollers 32. Theupper body 4 supported above the under body 3 via the middle body 25oscillates (i.e., swingably moves) in the vehicle width directionrelative to the under body 3 in a state where the main rollers 32provided at the front surface 25 f and the rear surface 25 r of themiddle body 25 apparently roll on the lower curving surfaces 22 l of thearc bodies 22 while slidably making contact therewith.

In the vehicle 1 according to the embodiment, auxiliary rollers 33including a pair of front auxiliary rollers 33 f, 33 f and a pair ofrear auxiliary rollers 33 r, 33 r are provided at the first side surface25 a and the second side surface 25 b of the middle body 25 asillustrated in FIG. 5. Each auxiliary roller 33 includes a substantiallyshaft form with a smaller diameter than the diameter of each main roller31. The pair of front auxiliary rollers 33 f, 33 f and the pair of rearauxiliary rollers 33 r, 33 r slidably make contact with lower curvingsurfaces 11 l and 15 l of the respective arc bodies 11 and 15.Additionally, auxiliary rollers 34 including a pair of first-sideauxiliary rollers 34 a, 34 a, and a pair of second-side auxiliaryrollers 34 b, 34 b are provided at the first side surface 25 a and thesecond side surfaces 25 b of the middle body 25 as illustrated in FIG.5. Each auxiliary roller 34 includes a substantially shaft form with asmaller diameter than the diameter of each main roller 32. The pair offirst-side auxiliary rollers 34 a, 34 a, and the pair of second-sideauxiliary rollers 34 b, 34 b slidably make contact with upper curvingsurfaces 22 u of the respective arc bodies 22. The main rollers 31 and32 include flanges at respective ends, each flange expanding radiallyoutward. The main rollers 31 and 32 are thus inhibited from disengagingfrom the arc bodies 11, 15, and 22, so that the upper body 4 supportedat the upper side of the under body 3 stably oscillates (i.e., swingablymoves) relative to the under body 3 accordingly.

The upper body 4 of the vehicle 1 according to the embodiment includesan oscillation support point P1 in the vehicle front-rear direction. Theoscillation support point P1 is defined with reference to the uppercurving surfaces 11 u and 15 u of the arc bodies 11 and 15 constitutingthe longitudinal oscillation support portions 21 as illustrated in FIG.6. Each main roller 31 (31 f, 31 r) slidably making contact with theupper curving surface 11 u or 15 u generates a rolling locus Q1 formingan arc, so that the oscillation support point P1 of the upper body 4that is supported at the upper side of the under body 3 via thelongitudinal oscillation support portions 21 and the main rollers 31 ispositioned at a center (i.e., a focal point) of the aforementioned arc(the rolling locus Q1). The oscillation support point P1 is providedcloser to an upper end portion 4 a of the upper body 4 as illustrated inFIG. 6. A lower end portion 4 b of the upper body 4 where the center ofgravity (weighted center) of the vehicle 1 is located swingably movesoutward in the front-rear direction of the vehicle 1, i.e., in adirection where an inertia force is generated in response to anacceleration of the vehicle 1 in the front-rear direction (anacceleration and deceleration G). That is, the vehicle 1 is constructedin a manner that the upper body 4 oscillates autonomously relative tothe under body 3.

The upper body 4 of the vehicle 1 also includes an oscillation supportpoint P2 in the vehicle width direction. The oscillation support pointP2 is defined with reference to the lower curving surfaces 22 l of therespective arc bodies 22 constituting the lateral oscillation supportportions 26 as illustrated in FIG. 7. Each main roller 32 (32 a, 32 b)slidably making contact with the lower curving surface 22 l generates arolling locus Q2 forming an arc, so that the oscillation support pointP2 of the upper body 4 that is supported at the upper side of the underbody 3 via the lateral oscillation support portions 26 and the mainrollers 32 is positioned at a center (i.e., a focal point) of theaforementioned arc (the rolling locus Q2). The oscillation support pointP2 is provided closer to the upper end portion 4 a of the upper body 4as illustrated in FIG. 7. The lower end portion 4 a of the upper body 4where the center of gravity (weighted center) of the vehicle 1 isprovided swingably moves outward in the vehicle width direction, i.e.,in a direction where an inertia force (centrifugal force) is generatedin response to an acceleration of the vehicle 1 in the width direction(a lateral acceleration G). That is, the vehicle 1 is constructed in amanner that the upper body 4 oscillates autonomously relative to theunder body 3.

Each of the oscillation support portions P1 and P2 is specified at aposition where a head portion 35 h of a passenger 35 of the vehicle 1 isarranged in a state where the passenger 35 stands at a center of avehicle interior formed by the upper body 4, or specified above theposition of the head portion 35 h. The passenger 35 is thus unlikely tofeel a change of acceleration generated at the vehicle 1, which leads tocomfortable driving feeling for the passenger 35.

The longitudinal oscillation support portions 21 constituted by the arcbodies 11 and 15 that are fixed to the under body 3, and the mainrollers 31 serving as the rotating bodies fixed to the middle body 25and slidably making contact with the upper curving surfaces 11 u and 15u of the arc bodies 11 and 15 constitute a front-rear directionoscillation portion (which is hereinafter referred to as a longitudinaloscillation portion) 41 of the pendulum mechanism 10. Additionally, thelateral oscillation support portions 26 constituted by the arc bodies 22that are fixed to the lower surface 4 s of the upper body 4, and themain rollers 32 serving as the rotating bodies fixed to the middle body25 and slidably making contact with the lower curving surfaces 22 l ofthe arc bodies 22 constitute a width direction oscillation portion(which is hereinafter referred to as a lateral oscillation portion) 42of the pendulum mechanism 10. The pendulum mechanism 10 according to theembodiment is configured to allow the upper body 4 supported at theunder body 3 via the middle body 25 to oscillate in any horizontaldirection relative to the under body 3 in a state where the longitudinaloscillation portion 41 and the lateral oscillation portion 42 operate inconjunction with each other.

As illustrated in FIG. 8, the vehicle 1 includes a front-rear directionoscillation actuator (hereinafter referred to as a longitudinaloscillation actuator) 51 and a width direction oscillation actuator(hereinafter referred to as a lateral oscillation actuator) 52 each ofwhich generates a driving force that changes an inclination angle (α, β)of the upper body 4 that oscillates around the support point (P1, P2)formed by the pendulum mechanism 10 (see FIGS. 6 and 7). Each operationof the longitudinal oscillation actuator 51 and the lateral oscillationactuator 52 is controlled by a position control ECU 55. With theaforementioned construction, the vehicle 1 according to the embodimentincludes a vehicle controller 60 that optimizes the inclination angle(α, β) of the upper body 4 achieved by the operation of the pendulummechanism 10, i.e., optimizes an oscillation position of the upper body4.

As illustrated in FIG. 9A, the longitudinal oscillation actuator 51includes a sector gear 61 extending in the vehicle front-rear direction(i.e., right and left direction in FIG. 9A) and including a curvingratio substantially the same as that of each longitudinal oscillationsupport portion 21 formed by the arc body 11, 15. The sector gear 61 isfixed to the under body 3 in a state being parallel to the longitudinaloscillation support portions 21 as illustrated in FIG. 5. Thelongitudinal oscillation actuator 51 includes a pinion gear 63 meshedwith a gear teeth portion 62 that is formed at an upper curving surface61 u of the sector gear 61. The longitudinal oscillation actuator 51further includes a drive unit 65 that reduces rotations of a motor 64serving as a driving source and outputs such reduced rotations. Thedrive unit 65 is fixed to the middle body 25 in the vehicle 1. Thelongitudinal oscillation actuator 51 oscillates the upper body 4together with the middle body 25 to which the drive unit 65 is fixed, inthe vehicle front-rear direction relative to the under body 3 in a statewhere the pinion gear 63 driven by the drive unit 65 rotates.

As illustrated in FIG. 9B, the lateral oscillation actuator 52 includesa sector gear 66 extending in the vehicle width direction (i.e., rightand left direction in FIG. 9B) and including a curving ratiosubstantially the same as that of each arc body 22 constituting thelateral oscillation support portion 26. The sector gear 66 is fixed tothe lower surface 4 s of the upper body 4 in a state being parallel tothe arc bodies 22 as illustrated in FIG. 5. The lateral oscillationactuator 52 includes a pinion gear 68 meshed with a gear teeth portion67 that is formed at a lower curving surface 66 l of the sector gear 66.The lateral oscillation actuator 52 further includes a drive unit 70that reduces rotations of a motor 69 serving as a driving source andoutputs such reduced rotations. The drive unit 70 is fixed to the middlebody 25 in the vehicle 1. The lateral oscillation actuator 52 oscillatesthe upper body 4 supported at the upper side of the under body 3 via themiddle body 25 in the vehicle width direction relative to the under body3 in a state where the pinion gear 68 driven by the drive unit 70rotates.

As illustrated in FIG. 8, the position control ECU 55 detects theinclination angle of the upper body 4 in the front-rear direction, i.e.,the longitudinal inclination angle α (see FIG. 6), and the inclinationangle of the upper body 4 in the width direction, i.e., the lateralinclination angle β (see FIG. 7), in response to output signals ofinclination angle sensors 71 and 72 provided at the vehicle 1 when theupper body 4 oscillates relative to the under body 3. The inclinationangle sensors 71 and 72 respectively detect the longitudinal inclinationangle α and the lateral inclination angle β of the upper body 4 bycounting pulse signals that are synchronized with the motors 64 and 49serving as the driving sources of the longitudinal oscillation actuator51 and the lateral oscillation actuator 52. The position control ECU 55receives an output signal G1 from an acceleration sensor 73 that detectsthe acceleration of the vehicle 1 in the front-rear direction(longitudinal G) and an output signal G2 from an acceleration sensor 74that detects the acceleration of the vehicle 1 in the width direction(lateral G). The position control ECU 55 also receives state quantitiesof the vehicle and control signals (i.e., vehicle information) such as asteering angle θh detected by a steering sensor 75, a vehicle speed V,an acceleration signal Sac, and a brake signal Sbk, for example. Theposition control ECU 55 controls the operation of the longitudinaloscillation actuator 51 and the lateral oscillation actuator 52 tooptimize the oscillation position of the upper body 4 in accordance withthe aforementioned vehicle information.

As illustrated in FIG. 10, the position control ECU 55 includes alongitudinal inclination controller 81 generating a control signal Sm1relative to the longitudinal oscillation actuator 51 and a lateralinclination controller 82 generating a control signal Sm2 relative tothe lateral oscillation actuator 52.

Specifically, the longitudinal inclination controller 81 includes alongitudinal acceleration calculator 83 calculating or estimating theacceleration of the vehicle 1 in the front-rear direction, i.e., alongitudinal acceleration Gfr, based on an accelerator position(opening) indicated in the acceleration signal Sac and a braking forceof the vehicle 1 indicated in the brake signal Sbk. The longitudinalinclination controller 81 also includes a correction value calculator 84calculating a correction value γ1 for the longitudinal acceleration Gfrthat is calculated at the longitudinal acceleration calculator 83 basedon the output signal G1 of the acceleration sensor 73. The longitudinalinclination controller 81 further includes a longitudinal inclinationangle estimation value calculator 85 calculating an estimation value αeof the longitudinal inclination angle generated at the upper body 4 bythe oscillation of the upper body 4 relative to the under body 3, basedon a corrected longitudinal acceleration obtained after the correctionvalue γ1 is added to the longitudinal acceleration Gfr, i.e., alongitudinal acceleration Gfr′.

The longitudinal inclination controller 81 includes a feedbackcontroller 86 performing a feedback control calculation based on adifference Δα between the estimation value αe of the longitudinalinclination angle and the actual value (actual value α) of thelongitudinal inclination angle of the upper body 4 detected by theinclination angle sensor 71. Specifically, the feedback controller 86calculates a control amount ε1 of the longitudinal oscillation actuator51 so that the actual value α follows the estimation value αe of thelongitudinal inclination angle of the upper body 4. The longitudinalinclination controller 81 includes a control signal output portion 87outputting the control signal Sm1 to a drive circuit based on thecontrol amount ε1 calculated by the feedback controller 86.

The lateral inclination controller 82 includes a lateral accelerationcalculator 93 calculating or estimating the acceleration of the vehicle1 in the vehicle width direction, i.e., a lateral acceleration Gsd,based on the steering angle θh and the vehicle speed V. The lateralinclination controller 82 also includes a correction value calculator 94calculating a correction value γ2 for the lateral acceleration Gsd thatis calculated at the lateral acceleration calculator 93 based on anoutput signal G2 of the acceleration sensor 74. The lateral inclinationcontroller 82 further includes a lateral inclination angle estimationvalue calculator 95 calculating an estimation value βe of the lateralinclination angle generated at the upper body 4 by the oscillation ofthe upper body 4 relative to the under body 3, based on a correctedlateral acceleration obtained after the correction value γ2 is added tothe lateral acceleration Gsd, i.e., a lateral acceleration Gsd′.

The lateral inclination controller 82 includes a feedback controller 96performing a feedback control calculation based on a difference Δβbetween the estimation value βe of the lateral inclination angle and theactual lateral value (actual value β) of the lateral inclination angleof the upper body 4 detected by the inclination angle sensor 72.Specifically, the feedback controller 96 calculates a control amount ε2of the lateral oscillation actuator 52 so that the actual value βfollows the estimation value βe of the lateral inclination angle of theupper body 4. The lateral inclination controller 82 includes a controlsignal output portion 97 outputting the control signal Sm2 to a drivecircuit based on the control amount ε2 calculated by the feedbackcontroller 96.

The position control ECU55 inputs the output signals G1 and G2 of theacceleration sensors 73 and 74 into the respective correction valuecalculators 84 and 94 after the signals G1 and G2 pass through alow-pass filter. The inclination angle of the upper body 4 depending onthe acceleration (Gfr, Gsd) is estimated, i.e., the estimation values αeand βe are calculated at the longitudinal acceleration calculator 83 andthe lateral acceleration calculator 93, using a linear approximationformula (y=Ax+B) that is obtained experimentally or by simulation, forexample. Each of the feedback controllers 86 and 96 performs PID(proportional-integral-derivative) control as the feedback control. Thecontrol signal output portions 87 and 97 generate and output, as thecontrol signals Sm1 and Sm2, motor control signals for controlling theoperation of the motors 64 and 69 serving as the driving sources of therespective longitudinal oscillation actuator 51 and the lateraloscillation actuator 52.

The longitudinal inclination controller 81 of the position control ECU55 generates the control signal Sm1 that brings the actuator 51 togenerate a driving force in a direction where the longitudinalinclination angle α of the upper body 4 increases in a case where theactual value α is smaller than the estimation value αe of thelongitudinal inclination angle calculated on a basis of the longitudinalacceleration Gfr of the vehicle 1. In a case where the actual value α isgreater than the estimation value αe, the longitudinal inclinationcontroller 81 generates the control signal Sm1 that brings the actuator51 to generate a driving force in a direction where the longitudinalinclination angle α of the upper body 4 decreases.

Similarly, the lateral inclination controller 82 of the position controlECU 55 generates the control signal Sm2 that brings the actuator 52 togenerate a driving force in a direction where the lateral inclinationangle β of the upper body 4 increases in a case where the actual value βis smaller than the estimation value βe of the lateral inclination anglecalculated on a basis of the lateral acceleration Gsd of the vehicle 1.In a case where the actual value β is greater than the estimation valueβe, the lateral inclination controller 82 generates the control signalSm2 that brings the actuator 52 to generate a driving force in adirection where the lateral inclination angle β of the upper body 4decreases. The vehicle controller 60 optimizes the oscillation positionof the upper body 4 by the operation of the pendulum mechanism 10accordingly.

Each suspension 100 of the vehicle 1 as illustrated in FIGS. 2, 3 and 8includes a function as a vehicle height adjuster 101 adjusting theheight of the vehicle 1 at each wheel 2 so that the under body 3inclines. The position control ECU 55 controls the operation of eachvehicle height adjuster 101. The vehicle controller 60 thus inclines theunder body 3 in response to the oscillation (swingable movement) of theupper body 4.

Specifically, as illustrated in FIG. 11, the vehicle height adjusters101 change balance between a height Hf of the front end portion 3 fsupported by front wheels 2 f and a height Hr of the rear end portion 3r supported by rear wheels 2 r so as to incline the underbody 3 in thevehicle front-rear direction. Additionally, as illustrated in FIG. 12,the vehicle height adjusters 101 change balance between a height Ha anda height Hb of opposed end portions of the vehicle 1 in the vehiclewidth direction supported by left and right wheels 2 a and 2 b so as toincline the under body 3 in the vehicle width direction. The heights Hf,Hr, Ha, and Hb are defined on a basis of a reference surface, i.e., adriving road 102.

In FIG. 11, the under body 3 inclines forward (i.e., leftward in FIG.11) in a state where the height Hr of the rear end portion 3 r isgreater than the height Hf of the front end portion 3 f (Hf<Hr). In FIG.12, the under body 3 inclines rightward in the vehicle width directionin a state where the height Ha on the left side is greater than theheight Hb on the right side (Hb<Ha).

The position control ECU 55 controls the operation of the vehicle heightadjusters 101 to incline the under body 3 in a direction where the upperbody 4 inclines by the operation of the pendulum mechanism 10. Thevehicle controller 60 restrains (decreases) a protruding amount of theupper body 4 that swingably moves outward by its oscillation relative tothe under body 3.

Specifically, the upper body 4 supported at the upper side of the underbody 3 inclines together with the under body 3, so that an oscillationsupport point P of the upper body 4 defined by the pendulum mechanism 10moves to an inclined direction of the under body 3.

For example, as illustrated in FIG. 13, in a case where the upper body 4inclines in the vehicle width direction by the operation of the pendulummechanism 10, the position control ECU 55 causes the under body 3 toincline in the direction where the upper body 4 inclines (i.e., a rightside in FIG. 13). The oscillation support point P (P2) located at theupper end portion 4 a of the upper body 4 by the pendulum mechanism 10moves in the inclined direction of the under body 3, i.e., in adirection opposite to a direction where the lower end portion 4 b of theupper body 4 swingably moves outward in the vehicle width directionrelative to the under body 3 (i.e., the oscillation support point movesfrom P to P′ in FIG. 13). Such shifting of the oscillation support pointcauses a moving locus R of the lower end portion 4 b depicted by theupper body 4 that is oscillating (swingably moving) to move in theinclined direction of the under body 3 (i.e., the moving locus changesfrom R to R′).

Specifically, in a case where the inclination angle of the upper body 4(lateral inclination angle β) is fixed to an angle βx, a protrusionposition X′ of the upper body 4 when the under body 3 inclines in thedirection where the upper body 4 inclines is closer to the under body 3than a protrusion position X of the upper body 4 when the under body 3does not incline. A protrusion amount D of the upper body 4 thatswingably moves outward relative to the under body 3, i.e., movesleftward in FIG. 13, is restrained from increasing (the protrusionamount is changed from D to D′, D>D′).

Additionally, the position control ECU 55 controls the operation of eachvehicle height adjuster 101 so that the under body 3 inclines in thedirection where the upper body 4 inclines by its oscillation, in a casewhere the upper body 4 inclines in the vehicle front-rear direction bythe operation of the pendulum mechanism 10 as illustrated in FIG. 11.The vehicle controller 60 thus restrains and decreases the protrusionamount of the upper body 4 that swingably moves outward by itsoscillation in any horizontal direction of the vehicle 1 relative to theunder body 3.

As illustrated in FIG. 14, the position control ECU 55 includes anoscillation controller 110 and an inclination controller 111. Theoscillation controller 110 includes the longitudinal inclinationcontroller 81 and the lateral inclination controller 82 to control theoscillation position of the upper body 4. The inclination controller 111controls the operation of each vehicle height adjuster 101 to inclinethe under body 3.

Specifically, the position control ECU 55 detects heights Hfa, Hfb, Hra,and Hrb of the under body 3 at respective corners thereof where thewheels 2 are disposed, i.e., front right and left corners and rear rightand left corners, in accordance with an output signal of a vehicleheight sensor 103 as illustrated in FIGS. 8 and 14. The inclinationcontroller 111 detects an inclined angle of the under body 3 in thefront-rear direction (i.e., a longitudinal inclined angle ζ asillustrated in FIG. 11), and an inclined angle of the under body 3 inthe vehicle width direction (i.e., a lateral inclined angle η asillustrated in FIG. 12) based on the heights Hfa, Hfb, Hra, and Hrbdefined at the respective corners of the under body 3 where the wheels 2are disposed.

As illustrated in FIG. 14, the inclination controller 111 receives theestimation values αe and βe of the longitudinal inclination angle andthe lateral inclination angle calculated at the longitudinal inclinationcontroller 81 and the lateral inclination controller 82 as inclinationangles generated at the upper body 4 by its oscillation. The inclinationcontroller 111 controls the longitudinal inclined angle ζ and thelateral inclined angle η of the under body 3 based on the aforementionedestimation values αe and βe of the longitudinal inclination angle andthe lateral inclination angle of the upper body 4.

Specifically, according to a flowchart illustrated in FIG. 15, theinclination controller 111 obtains the estimation value αe of thelongitudinal inclination angle as the inclination angle generated at theupper body 4 by its oscillation (step 1101). The inclination controller111 compares the estimation value αe with a predetermined adjustmentstart angle α1 (step 1102). In a case where the estimation value αe isgreater than the adjustment start angle α1 (αe>α1, Yes at step 1102),i.e., the upper body 4 inclines in the vehicle front-rear directionbeyond the adjustment start angle α1, the inclination controller 111calculates the longitudinal inclined angle ζ specified for the underbody 3 based on the estimation value αe of the longitudinal inclinationangle that exceeds the adjustment start angle α1 (step 1103).

Additionally, the inclination controller 111 obtains the estimationvalue βe of the lateral inclination angle as the inclination anglegenerated at the upper body 4 (step 1104). The inclination controller111 compares the estimation value βe with a predetermined adjustmentstart angle β1 (step 1105). In a case where the estimation value βe isgreater than the adjustment start angle β1 (βe>β1, Yes at step 1105),i.e., the upper body 4 inclines in the vehicle width direction beyondthe adjustment start angle β1, the inclination controller 111 calculatesthe lateral inclined angle η specified for the under body 3 based on theestimation value βe of the lateral inclination angle that exceeds theadjustment start angle β1 (step 1106).

Specifically, as illustrated in FIG. 13, a protrusion allowable limitDlim is specified at the vehicle 1 as a limit position of the upper body4 where the protrusion amount D thereof from the under body 3 isallowable when the lower end portion 4 b of the upper body 4 swingablymoves outward relative to the under body 3 by the operation of thependulum mechanism 10. According to the inclination controller 111, theadjustment start angles α1 and β1 are specified to values so that theprotrusion amount D of the upper body 4 is inhibited from exceeding thepredetermined protrusion allowable limit Dlim specified at the outsideof the under body 3 in a state where the under body 3 is not inclined.

The inclination controller 111 calculates a greater value for thelongitudinal inclined angle ζ specified for the under body 3 with thegreater longitudinal inclination angle α of the upper body 4 based onthe estimation value αe of the longitudinal inclination angle of theupper body 4 exceeding the adjustment start angle α1. Similarly, theinclination controller 111 calculates a greater value for the lateralinclined angle η specified for the under body 3 with the greater lateralinclination angle β of the upper body 4 based on the estimation value βeof the lateral inclination angle of the upper body 4 exceeding theadjustment start angle β1. The inclination controller 111 controls theoperation of each vehicle height adjuster 101 so that the longitudinalinclined angle ζ and the lateral inclined angle η match the valuescalculated at step 1103 and step 1106 of the flowchart in FIG. 15. Theinclination controller 111 thus adjusts the heights Hfa, Hfb, Hra, andHrb of the under body 3 at positions where the wheels 2 are disposed(step 1107).

The inclination controller 111 holds and stores a relation between theestimation value αe of the longitudinal inclination angle of the upperbody 4 and the longitudinal inclined angle ζ specified for the underbody 3, and a relation between the estimation value βe of the lateralinclination angle of the upper body 4 and the lateral inclined angle ηspecified for the under body 3 at a storage area, in a form ofindividual maps M. The inclination controller 111 does not perform theoperation at step 1103 in a case where the estimation value αe is equalto or smaller than the adjustment start angle α1 (αe≤α1, at step 1102).Similarly, the inclination controller 111 does not perform the operationat step 1106 in a case where the estimation value βe is equal to orsmaller than the adjustment start angle β1 (βe≤β1, No at step 1105). Thevehicle controller 60 is configured to incline the under body 3 in thedirection where the upper body 4 inclines in a case where the upper body4 inclines beyond the adjustment start angle α1 or β1 in the vehiclefront-rear direction or the vehicle width direction.

According to the embodiment, the vehicle controller 60 includes thependulum mechanism 10 disposed between the under body 3 and the upperbody 4 of the vehicle 1 to allow the oscillation of the upper body 4relative to the under body 3. The vehicle controller 60 also includesvehicle height adjusters 101 allowing the under body 3 to incline. Thevehicle controller 60 further includes the position control ECU 55including the inclination controller 111 that controls the operation ofthe vehicle height adjusters 101 to cause the under body 3 to incline inthe direction where the upper body 4 inclines while oscillating aroundthe support point (the oscillation support P) formed by the pendulummechanism 10.

Specifically, the under body 3 inclines together with the upper body 4supported at the upper side of the under body 3 in the direction wherethe upper body 4 inclines, which causes the oscillation support point Pof the upper body 4 defined by the pendulum mechanism 10 to move in theinclination direction of the upper body 4 (the oscillation support pointmoves from P to P′). Such shifting of the oscillation support pointcauses the moving locus R of the lower end portion 4 b depicted by theoscillating upper body 4 to move in the inclined direction of the underbody 3 (i.e., the moving locus moves from R to R′). The protrusionposition of the upper body 4 is thus made closer to the under body 3than the protrusion position of the upper body 4 when the under body 3is not inclined (the protrusion position moves from X to X′). Theprotrusion amount D of the upper body 4 that moves outside the underbody 3 by the operation of the pendulum mechanism 10 is reducedaccordingly (the protrusion amount is changed from D to D′, D>D′).

The inclination controller 111 controls the under body 3 to incline inthe direction where the upper body 4 inclines in a case where theinclination angle (α, β) of the upper body 4 that oscillates around theoscillation support point P by the operation of the pendulum mechanism10 exceeds the predetermined adjustment start angle (α1, β1).

In a case where the inclination angle (α, β) of the upper body 4 issmall, a change of appearance of the vehicle 1 caused by the upper body4 swingably moving outward relative to the under body 3 is small, sothat an influence on surroundings of the vehicle 1 caused by such changeof appearance is also small. The protrusion amount of the upper body 4is effectively restrained from increasing while energy consumption thatmay be caused by the operation of the vehicle height adjusters 101 isinhibited.

The adjustment start angle (α1, β1) is specified to a value so that theprotrusion amount D of the upper body 4 is inhibited from exceeding thepredetermined protrusion allowable limit Dlim specified at the outsideof the under body 3 in a state where the under body 3 is not inclined.The protrusion amount D is effectively restrained from exceeding theprotrusion allowable limit Dlim accordingly.

The inclination controller 111 specifies the greater inclined angle (ζ,η) for the under body 3 with the greater inclination angle (α, β) of theupper body 4 that inclines while oscillating. That is, the greater theinclination angle (α, β) of the upper body 4 is, the greater theprotrusion amount D of the upper body 4 is from the under body 3. Theunder body 3 is appropriately inclined to reduce the protrusion amount Dof the upper body 4 accordingly.

The inclination controller 111 determines whether the inclination angle(α, β) of the upper body 4 exceeds the adjustment start angle (α1, β1)and calculates the inclined angle (ζ, η) specified for the under body 3using the estimation value (αe, βe) of the inclination angle of theupper body 4 based on the acceleration (Gfr, Gsd) of the vehicle 1.

The inclination angle (α, β) generated at the upper body 4 while theupper body 4 is oscillating is predicted, i.e., estimated beforehand, tocontrol the operation of each vehicle height adjuster 101. The underbody 3 is thus appropriately inclined without delay.

The vehicle controller 60 includes the actuators 51 and 52 eachgenerating the driving force that allows the inclination angle (α, β) ofthe oscillating upper body 4 to change, and the position control ECU 55including the oscillation controller 110 that controls the operation ofthe actuators 51 and 52. The oscillation controller 110 increases theinclination angle (α, β) of the upper body 4 in a case where theinclination angle, specifically, the actual value (α, β) of theinclination angle of the upper body 4, is smaller than the estimationvalue (αe, βe) of the inclination angle of the upper body 4 that dependson the acceleration (Gfr, Gsd) of the vehicle 1. The oscillationcontroller 110 decreases the inclination angle (α, β) in a case wherethe actual value (α, β) of the inclination angle is greater than theestimation value (αe, βe).

The inclination angle (α, β) of the upper body 4 generated by theoperation of the pendulum mechanism 10, i.e., the oscillation positionof the upper body 4, is optimized without influence of disturbance suchas a weight shift by the passenger changing his/her position in thevehicle 1 or external factors including a side wind, for example. Evenwhen the inclination angle (α, β) of the upper body 4 generatedautonomously by its oscillation in response to the acceleration of thevehicle 1 is insufficient, the driving force of the actuator 51, 52 maycover such insufficiency, which may lead to a comfortable drivingfeeling.

The oscillation position of the upper body 4 is controllable with smalloutput by a combination of the pendulum mechanism 10 that autonomouslyoscillates and the actuator 51, 52. The vehicle controller 60 isdownsized and energy saving is achievable accordingly.

The aforementioned embodiment may be modified as explained below. Theaforementioned embodiment and the following modified examples may beappropriately combined.

According to the embodiment, the acceleration of the vehicle 1 isestimated on a basis of the state quantities θh, V of the vehicle 1 andthe control signals Sac, Sbk. The estimated acceleration (Gfr, Gsd) iscorrected with the correction value (γ1, γ2) that is based on the outputsignal G1, G2 of the acceleration sensor 73, 74. The correctedacceleration (Gfr′, Gsd′) is used for calculating the estimation value(αe, βe) of the inclination angle generated at the upper body 4 whilethe upper body 4 is oscillating in response to the acceleration of thevehicle 1.

Alternatively, the estimation value (αe, βe) of the inclination anglemay be calculated mainly with actual measured value (actualacceleration) based on the output signal (G1, G2) of the accelerationsensor 73, 74. In this case, limits may be put on variation of eachestimated value (αe, βe) per calculation thereof (i.e., a guard value isset), for example. While influence of noise into the output signal G1,G2 from the acceleration sensor 73, 74 is restrained, the oscillationposition of the upper body 4 is stably controllable.

The estimation value (αe, βe) of the inclination angle of the upper body4 may be calculated only using the estimated acceleration (Gfr, Gsd).Additionally, the estimation value (αe, βe) of the inclination angle ofthe upper body 4 may be calculated only using the actual measured valuebased on the output signal G1, G2 of the acceleration sensor 73, 74. Theacceleration of the vehicle 1 may be estimated using state quantitiesand control signals other than the steering angle θh, the vehicle speedV, the acceleration signal Sa, or the brake signal Sbk.

According to the embodiment, the inclination angle (α, β) of the upperbody 4 in response to the acceleration (Gfr, Gsd) of the vehicle 1 isestimated, i.e., the estimation value (αe, βe) is calculated at thelongitudinal acceleration calculator 83 or the lateral accelerationcalculator 93, using a linear approximation formula (y=Ax+B) obtainedexperimentally or by simulation, for example. Alternatively, theestimation value (αe, βe) is calculated using a map where a relationbetween the acceleration (Gfr, Gsd) of the vehicle 1 and the estimationvalue (αe, βe) of the inclination angle is specified.

According to the embodiment, the pendulum mechanism 10 includes thelongitudinal oscillation portion 41 allowing the oscillation of theupper body 4 in the vehicle front-rear direction and the lateraloscillation portion 42 allowing the oscillation of the upper body 4 inthe vehicle width direction. Alternatively, the pendulum mechanism 10may include only the longitudinal oscillation portion 41 or only thelateral oscillation portion 42.

The vehicle 1 may include a first direction oscillation portion and asecond direction oscillation portion allowing the oscillation of theupper body 4 in a first direction and a second direction orthogonal toeach other, instead of the longitudinal direction and the widthdirection of the vehicle 1. The first direction oscillation portion andthe second direction oscillation portion operating in conjunction witheach other may allow the upper body 4 to oscillate in any direction on aplane including the first direction and the second direction (forexample, a horizontal plane). The passenger of the vehicle 1 may have acomfortable driving feeling accordingly.

According to the embodiment, the longitudinal oscillation portion 41 ofthe pendulum mechanism 10 is constituted by the arc bodies 11 and 15fixed to the under body 3 and the main rollers 31 fixed to the middlebody 25 and slidably making contact with the upper curving surfaces 11 uand 15 u of the arc bodies 11 and 15. The lateral oscillation portion 42of the pendulum mechanism 10 is constituted by the arc bodies 22 fixedto the lower surface 4 s of the upper body 4 and the main rollers 32fixed to the middle body 25 and slidably making contact with the lowercurving surfaces 22 l of the arc bodies 22. Alternatively, any otherconstruction of the pendulum mechanism 10 may be used, so that the upperbody 4 oscillates autonomously in a state where the lower end portion 4b of the upper body 4 where the center of gravity of the vehicle 1 islocated swingably moves in a direction where an inertia force acts. Forexample, the upper body 4 may be hung from a support point formed at theunder body 3.

According to the embodiment, the vehicle height adjuster 101 adjusts theheight of the under body 3 at each wheel 2 so as to conform to theoperations of the longitudinal oscillation portion 41 and the lateraloscillation portion 42 constituting the pendulum mechanism 10. The underbody 3 is thus configured to incline in the vehicle front-rear directionand the vehicle width direction. Alternatively, in a case where thependulum mechanism 10 includes only the longitudinal oscillation portion41, the under body 3 may incline only in the vehicle front-reardirection. In a case where the pendulum mechanism 10 includes only thelateral oscillation portion 42, the under body 3 may incline only in thevehicle width direction. That is, the under body 3 inclines in adirection where the upper body 4 is allowed to oscillate.

According to the embodiment, the under body 3 inclines when theinclination angle (α, β) generated at the upper body 4 exceeds thepredetermined adjustment start angle (α1, β1). Whether the inclinationangle (α, β) exceeds the predetermined adjustment start angle α1, β1 isdetermined on a basis of the estimation value (αe, βe) of theinclination angle that depends on the acceleration (Gfr, Gsd) of thevehicle 1. Alternatively, whether the inclination angle (α, β) exceedsthe predetermined adjustment start angle (α1, β1) may be determined on abasis of the actual value (α, β) of the inclination angle of the upperbody 4. In this case, the adjustment start angle (α1, β1) may bespecified to be low beforehand in view of the operation speed of eachvehicle height adjuster 101. The protrusion amount D of the upper body 4is effectively restrained accordingly.

The under body 3 may incline in response to the inclination angle (α, β)of the upper body 4 as illustrated in FIG. 17 according to a firstmodified example, without the adjustment start angle (α1, β1) beingspecified. Additionally, the inclined angle (ζ, η) specified for theunder body 3 may be calculated using the actual value (α, β) of theinclination angle of the upper body 4.

In FIG. 17, the greater inclined angle (ζ, η) is specified for the underbody 3 with the greater inclination angle (α, β) of the upper body 4 soas to incline the under body 3. In this case, the inclined angle (ζ, η)specified for the under body 3 does not necessarily increase linearly inresponse to the increase of the inclination angle (α, β) of the upperbody 4. For example, the fixed inclined angle (ζ, η) may be specifiedfor the under body 3 in a case where the inclination angle (α, β)generated at the upper boy 4 exceeds the predetermined adjustment startangle (α1, β1). Additionally, the inclined angle (ζ, η) specified forthe under body 3 may increase in a stepwise manner in response to theincrease of the inclination angle (α, β) generated at the upper body 4,for example.

As illustrated in FIG. 18 according to a second modified example, theinclined angle (ζ, η) specified for the under body 3 may be calculatedon a basis of the acceleration (Gfr, Gsd) of the vehicle 1.Specifically, the inclination angle (α, β) generated at the upper body 4increases by the operation of the pendulum mechanism 10 with increase ofthe acceleration (Gfr, Gsd) of the vehicle 1. Thus, the greater inclinedangle (ζ, η) may be specified for the under body 3 with the greateracceleration (Gfr, Gsd) of the vehicle 1 to appropriately incline theunder body 3, which restrains the protrusion amount D of the upper body4 from increasing.

The under body 3 may be inclined by the operation of the vehicle heightadjusters 101, and the under body 3 and the upper body 4 are togetherinclined. Afterwards, the upper body 4 may oscillate by the operation ofthe pendulum mechanism 10.

Specifically, the inclined angle (ζ, η) specified for the under body 3may be calculated on a basis of the acceleration (Gfr, Gsd) of thevehicle 1. The upper body 4 may be restricted from oscillating until theinclined angle (ζ, η) exceeds a predetermined oscillation allowableangle (ζ0, η0).

For example, a position control ECU 55B as illustrated in FIG. 19according to a third modified example includes an inclination controller111B that receives the longitudinal acceleration Gfr and the lateralacceleration Gsd (Gfr′ and Gsd′, see FIG. 10) of the vehicle 1 those ofwhich are used at the longitudinal inclination controller 81 and thelateral inclination controller 82 constituting an oscillation controller110B. The inclination controller 111B functions as an inclined anglecalculator 121 (see FIG. 18) calculating the inclined angle (ζ, η)specified for the under body 3 based on the acceleration (Gfr, Gsd) ofthe vehicle 1.

The inclination controller 111B outputs the calculated inclined angle(ζ, η) specified for the under body 3 to the oscillation controller110B. The oscillation controller 110B functions as an oscillationrestrictor 122 restricting the oscillation of the upper body 4 until theinclined angle (ζ, η) of the under body 3 exceeds the oscillationallowable angle (ζ0, η0).

Specifically, according to a flowchart illustrated in FIG. 20, theoscillation controller 110B functioning as the oscillation restrictor122 obtains the longitudinal inclined angle ζ of the under body 3calculated at the inclination controller 111B serving as the inclinedangle calculator 121 (step 1201). The oscillation controller 110B thencompares the longitudinal inclined angle ζ with the predeterminedoscillation allowable angle ζ0 (step 1202). In a case where thelongitudinal inclined angle ζ is equal to or smaller than theoscillation allowable angle ζ0 (ζ≤ζ0, Yes at step 1202), the operationof the longitudinal oscillation portion 41 of the pendulum mechanism 10is locked (i.e., the longitudinal oscillation portion 41 is prohibitedfrom operating). The operation of the longitudinal oscillation actuator51 is controlled to thereby restrict the oscillation of the upper body 4in the vehicle front-rear direction (step 1203).

When acquiring the lateral inclined angle η of the under body 3calculated at the inclination controller 111B (step 1204), theoscillation controller 110B compares the lateral inclined angle η withthe predetermined oscillation allowable angle η0 (step 1205). When thelateral inclined angle η is equal to or smaller than the oscillationallowable angle η0 (η≤η0, Yes at step 1205), the operation of thelateral oscillation portion 42 of the pendulum mechanism 10 is locked(i.e., the lateral oscillation portion 42 is inhibited from operating).The operation of the lateral oscillation actuator 52 is controlled tothereby restrict the oscillation of the upper body 4 in the vehiclewidth direction (step 1206).

Specifically, the oscillation of the upper body 4 caused by theoperation of the pendulum mechanism 10 is restricted in a case where aninfluence caused by the acceleration (Gfr, Gsd) of the vehicle 1 on thepassenger within the vehicle interior defined by the upper body 4 can bereduced by the operation of the vehicle height adjusters 101 that causethe upper body 4 to incline together with the under body 3. The upperbody 4 is inhibited from protruding to the outside of the under body 3,which reduces a change of appearance of the vehicle 1 and restrainssurrounding vehicles from having an oppressive feeling.

In FIGS. 19 and 20 according to the third modified example, theinclination controller 111B calculates the inclined angle (ζ, η)specified for the under body 3 based on the acceleration (Gfr, Gsd) ofthe vehicle 1 used at the oscillation controller 110B. Alternatively, inthe same manner as the inclination controller 111 according to theaforementioned embodiment, the inclination controller 111B may calculatethe inclined angle (ζ, η) using the estimation value (αe, βe) of theinclination angle of the upper body 4 that is calculated on a basis ofthe acceleration (Gfr, Gsd) of the vehicle 1.

In the above, the oscillation controller 110B serving as the oscillationrestrictor 122 locks (i.e., prohibits) the operation of the pendulummechanism 10 by controlling the operation of the actuators 51 and 52.Alternatively, a lock mechanism may be provided separately from theactuators 51 and 52 for restricting the oscillation of the upper body 4by locking (i.e., prohibiting the operation of) the pendulum mechanism10. Further alternatively, the oscillation controller 110B and theoscillation restrictor 122 may be separately provided from each other.Locking the operation of the pendulum mechanism 10 and inclining theunder body 3 when the inclination angle (α, β) of the upper body 4exceeds the predetermined adjustment start angle (α1, β1) are selectableby switching the control mode.

The operation of each actuator 51, 52 may be controlled so that theprotrusion amount D of the upper body 4 that swingably moves andprotrudes to the outside of the under body 3 is inhibited from exceedingthe protrusion allowable limit Dlim specified at the outside of theunder body 3. The protrusion amount of the upper body 4 may beeffectively reduced accordingly.

For example, an oscillation controller 110C illustrated in FIG. 21according to a fourth modified example includes an inclination angleestimation value calculator 125 (85, 95) calculating the estimationvalue (αe, βe) of the inclination angle generated at the upper body 4 bythe operation of the pendulum mechanism 10, and an inclination angleestimation value restrictor 130 restricting (correcting) the estimationvalue (αe, βe) of the inclination angle of the upper body 4 (i.e., theinclination angle estimation value restrictor 130 performs a restrictionprocessing).

Specifically, the inclination angle estimation value restrictor 130 ofthe oscillation controller 110C receives the inclined angle (ζ, η)specified for the under body 3 from the inclination controller 111(111B) (see FIG. 19) together with the estimation value (αe, βe) of theinclination angle of the upper body 4 calculated at the inclinationangle estimation value calculator 125. The inclination angle estimationvalue restrictor 130 calculates the protrusion amount D of the upperbody 4 that swingably moves and protrudes to the outside of the underbody 3 based on the estimation value (αe, βe) of the inclination anglegenerated at the upper body 4 and the inclined angle (ζ, η) specifiedfor the under body 3. The inclination angle estimation value restrictor130 then restricts the estimation value (αe, βe) of the inclinationangle of the upper body 4 serving as a control target value of eachactuator 51, 52 so that the protrusion amount D is inhibited fromexceeding the protrusion allowable limit Dlim specified at the outsideof the under body 3. That is, the inclination angle estimation valuerestrictor 130 performs the restriction processing.

Specifically, according to a flowchart illustrated in FIG. 22, theinclination angle estimation value restrictor 130 receives theestimation value αe of the longitudinal inclination angle generated atthe upper body 4 (step 1301). The inclination angle estimation valuerestrictor 130 first acquires the longitudinal inclined angle ζ of theunder body 3 (step 1302). The inclination angle estimation valuerestrictor 130 then calculates a protrusion amount of the upper body 4that swingably moves and protrudes to the outside of the under body 3 inthe vehicle front-rear direction, i.e., a longitudinal protrusion amountD1, based on the estimation value αe of the longitudinal inclinationangle generated at the upper body 4 and the longitudinal inclined angleζ of the under body 3 (step 1303).

Next, the inclination angle estimation value restrictor 130 compares thelongitudinal protrusion amount D1 with a protrusion allowable limit inthe vehicle front-rear direction, i.e., a longitudinal protrusionallowable limit Dlim1 (step 1304). When the longitudinal protrusionamount D1 exceeds the longitudinal protrusion allowable limit Dlim1(D1>Dlim1, Yes at step 1304), the inclination angle estimation valuerestrictor 130 calculates a maximum inclination angle estimation valueα0 with which the longitudinal protrusion amount D1 does not exceed theprotrusion allowable limit Dlim1 under the condition where the acquiredlongitudinal inclined angle ζ is unchanged (step 1305). The inclinationangle estimation value restrictor 130 determines the maximum inclinationangle estimation value α0 calculated at step 1305 to be an estimationvalue αe′ of the longitudinal inclination angle after the restrictionprocessing is performed by the inclination angle estimation valuerestrictor 130 (αe′=α0, step 1306).

In a case where the longitudinal protrusion amount D1 is determined tobe equal to or smaller than the protrusion allowable limit Dlim1(D1≤Dlim1, No at step 1304), the inclination angle estimation valuerestrictor 130 does not perform the operations at steps 1305 and 1306.The inclination angle estimation value restrictor 130 determines theestimation value αe of the longitudinal inclination angle input at step1301 directly to be the estimation value αe′ of the longitudinalinclination angle after the restriction processing is performed by theinclination angle estimation value restrictor 130 (αe′=αe, step 1307).

Additionally, the inclination angle estimation value restrictor 130receives the estimation value βe of the lateral inclination anglegenerated at the upper body 4 (step 1308). The inclination angleestimation value restrictor 130 first acquires the lateral inclinedangle η of the under body (step 1309). The inclination angle estimationvalue restrictor 130 then calculates a protrusion amount of the upperbody 4 that swingably moves and protrudes to the outside of the underbody 3 in the vehicle width direction, i.e., a lateral protrusion amountD2, based on the estimation value βe of the lateral inclination anglegenerated at the upper body 4 and the lateral inclined angle η of theunder body 3 (step 1310).

Next, the inclination angle estimation value restrictor 130 compares thelateral protrusion amount D2 with a protrusion allowable limit in thevehicle width direction, i.e., a lateral protrusion allowable limitDlim2 (step 1311). When the lateral protrusion amount D2 exceeds thelateral protrusion allowable limit Dlim2 (D2>Dlim2, Yes at step 1311),the inclination angle estimation value restrictor 130 calculates amaximum inclination angle estimation value β0 with which the lateralprotrusion amount D2 does not exceed the protrusion allowable limitDlim2 under the condition where the acquired lateral inclined angle η isunchanged (step 1312). The inclination angle estimation value restrictor130 determines the maximum inclination angle estimation value β0calculated at step 1312 to be an estimation value βe′ of the lateralinclination angle after the restriction processing is performed by theinclination angle estimation value restrictor 130 (βe′=β0, step 1313).

In a case where the lateral protrusion amount D2 is determined to beequal to or smaller than the protrusion allowable limit Dlim2 (D2≤Dlim2,No at step 1311), the inclination angle estimation value restrictor 130does not perform the operations at steps 1312 and 1313. The inclinationangle estimation value restrictor 130 determines the estimation value βeof the lateral inclination angle input at step 1308 directly to be theestimation value βe′ of the lateral inclination angle after therestriction processing is performed by the inclination angle estimationvalue restrictor 130 (βe′=βe, step 1314).

The inclination angle estimation value restrictor 130 then outputs theestimation value αe′ of the longitudinal inclination angle determined atstep 1306 or 1307, and the estimation value βe′ of the lateralinclination angle determined at step 1313 or 1314 (step 1315).

The estimation value (αe, βe) of the inclination angle of the upper body4 serving as a control target value of each actuator 51, 52 may decreaseon a basis of the inclination amount of the upper body 4 that inclinestogether with the under body 3 by the operation of the vehicle heightadjusters 101, i.e., decrease on a basis of the inclined angle (ζ, η)specified for the under body 3.

The aforementioned decrease of the estimation value (αe, βe) of theinclination angle of the upper body 4 may be achieved by a decreasecontroller provided at the position (see FIG. 21) of the inclinationangle estimation value restrictor 130 of the oscillation controller110C. Such decrease controller may decrease the estimation value (αe,βe) of the inclination angle in accordance with the inclined angle (ζ,η) specified for the under body 3. Then, in a construction where theestimation value (αe, βe) of the inclination angle is calculated using amap where a relation between the acceleration (Gfr, Gsd) of the vehicle1 and the estimation value (αe, βe) of the inclination angle is defined,the decrease amount of the estimation value (αe, βe) of the inclinationangle in accordance with the inclined angle (ζ, η) specified for theunder body 3 may be specified beforehand in the map.

According to the embodiment including the modified examples, the vehiclecontroller 60 includes the actuators 51 and 52 each generating thedriving force for changing the inclination angle (α, β) of the upperbody 4 that oscillates by the operation of the pendulum mechanism 10.Alternatively, without the actuators 51 and 52 being provided, the underbody 3 may be simply inclined in the direction where the upper body 4inclines in a construction where the upper body 4 autonomouslyoscillates by the operation of the pendulum mechanism 10.

According to the vehicle controller 60 of the embodiment, the adjustmentstart angle is specified to a value so that the protrusion amount D ofthe upper body 4 is inhibited from exceeding the predeterminedprotrusion allowable limit Dlim specified at the outside of the underbody 3 in a state where the under body 3 is not inclined. The upper body4 is thus effectively inhibited from protruding beyond the protrusionallowable limit Dlim

Additionally, the inclination controller 111 determines whether theestimation value of the inclination angle of the upper body 4 based onthe acceleration of the vehicle 1 exceeds the adjustment start angle.The inclination controller 111 calculates the inclined angle of theunder body 3 using the estimation value of the inclination angle of theupper body 4 based on the acceleration of the vehicle 1.

According to the embodiment including the modified examples thereof, theinclination angle generated at the upper body 4 that is oscillating ispredicted, i.e., estimated beforehand, to control the operation of thevehicle height adjusters 101. The under body 3 is thus appropriately andpromptly inclined.

According to the embodiment including the modified examples thereof, avehicle controller 60 includes a pendulum mechanism 10 arranged betweenan under body 3 and an upper body 4 of a vehicle 1 to allow anoscillation of the upper body 4 relative to the under body 3, a vehicleheight adjuster 101 allowing the under body 3 to incline, and aninclination controller 111, 111B controlling an operation of the vehicleheight adjuster 101 to cause the under body 3 to incline in a directionwhere the upper body 4 inclines while oscillating around a support pointP that is defined by the pendulum mechanism 10.

In addition, the inclination controller 111, 111B controls the underbody 3 to incline in a case where an inclination angle of the upper body4 that inclines around the support point P while oscillating exceeds anadjustment start angle.

Further, the inclination controller 111, 111B increases an inclinedangle specified for the under body 3 with an increase of the inclinationangle of the upper body 4 that inclines around the support point P whileoscillating.

The greater the inclination angle of the upper body 4 is, the greaterthe protrusion amount of the upper body 4 is from the under body 3. Theunder body 3 is appropriately inclined to restrain the protrusion amountof the upper body 4 from increasing from the under body 3.

According to the third modified example of the embodiment, the vehiclecontroller 60 further includes an inclined angle calculator 121calculating the inclined angle specified for the under body 3 based onan acceleration of the vehicle 1. The inclined angle calculator 121increases the inclined angle specified for the under body 3 with anincrease of the acceleration of the vehicle 1.

The greater the acceleration of the vehicle 1 is, the greater theinclination angle of the upper body 4 is by the operation of thependulum mechanism 10. The under body 3 is appropriately inclined torestrain the protrusion amount of the upper body 4 from increasing fromthe under body 3.

According to the third modified example of the embodiment, the vehiclecontroller 60 further includes an oscillation restrictor 122 restrictingthe oscillation of the upper body 4 until the inclined angle specifiedfor the under body 3 exceeds an oscillation allowable angle.

According to the embodiment including the modified examples thereof, thevehicle controller 60 further includes an actuator 51, 52 generating adriving force that allows the inclination angle of the upper body 4 tochange, and an oscillation controller 110, 110B, 110C controlling anoperation of the actuator 51, 52 to increase the inclination angle ofthe upper body 4 in a case where an actual value of the inclinationangle of the upper body 4 is smaller than an estimation value of theinclination angle of the upper body 4 in accordance with theacceleration of the vehicle 1, and to decrease the inclination angle ofthe upper body 4 in a case where the actual value is greater than theestimation value.

According to the fourth modified example of the embodiment, theoscillation controller 110C controls the operation of the actuator 51,52 to inhibit a protrusion amount of the upper body 4 swingably movingto an outside of the under body 3 by an operation of the pendulummechanism 10 from exceeding a protrusion allowable limit specified atthe outside of the under body 3.

According to the embodiment including the modified examples thereof, thependulum mechanism 10 includes a lateral oscillation portion 42 thatallows the oscillation of the upper body 4 in a width direction of thevehicle 1.

The vehicle 1 when turning generates an acceleration in the widthdirection thereof. According to the embodiment, the upper body 4autonomously oscillates in a state where the lower end portion 4 a ofthe upper body 4 where the center of gravity of the vehicle 1 is locatedswingably moves in a direction in which an inertia force (centrifugalforce) acts in response to the aforementioned acceleration of thevehicle 1 in the width direction. The passenger of the vehicle 1 mayfeel comfortable while the vehicle 1 is being driven accordingly.

In addition, the pendulum mechanism 10 includes a longitudinaloscillation portion 41 that allows the oscillation of the upper body 4in a front-rear direction of the vehicle 1.

The vehicle 1 generates an acceleration in the front-rear directionresulting from acceleration and deceleration. According to theembodiment, the upper body 4 autonomously oscillates in a state wherethe lower end portion 4 a of the upper body 4 where the center ofgravity of the vehicle 1 is located swingably moves in a direction inwhich an inertia force acts in response to the aforementionedacceleration of the vehicle in the front-rear direction. The passengerof the vehicle 1 may have a comfortable driving feeling accordingly.

The principles, preferred embodiment and mode of operation of thepresent invention have been described in the foregoing specification.However, the invention which is intended to be protected is not to beconstrued as limited to the particular embodiments disclosed. Further,the embodiments described herein are to be regarded as illustrativerather than restrictive. Variations and changes may be made by others,and equivalents employed, without departing from the spirit of thepresent invention. Accordingly, it is expressly intended that all suchvariations, changes and equivalents which fall within the spirit andscope of the present invention as defined in the claims, be embracedthereby.

1. A vehicle controller comprising: a pendulum mechanism arrangedbetween an under body and an upper body of a vehicle to allow anoscillation of the upper body relative to the under body; a vehicleheight adjuster allowing the under body to incline; and an inclinationcontroller controlling an operation of the vehicle height adjuster tocause the under body to incline in a direction where the upper bodyinclines while oscillating around a support point that is defined by thependulum mechanism.
 2. The vehicle controller according to claim 1,wherein the inclination controller controls the under body to incline ina case where an inclination angle of the upper body that inclines aroundthe support point while oscillating exceeds an adjustment start angle.3. The vehicle controller according to claim 1, wherein the inclinationcontroller increases an inclined angle specified for the under body withan increase of the inclination angle of the upper body that inclinesaround the support point while oscillating.
 4. The vehicle controlleraccording to claim 2, wherein the inclination controller increases aninclined angle specified for the under body with an increase of theinclination angle of the upper body that inclines around the supportpoint while oscillating.
 5. The vehicle controller according to claim 1,further comprising an inclined angle calculator calculating the inclinedangle specified for the under body based on an acceleration of thevehicle, wherein the inclined angle calculator increases the inclinedangle specified for the under body with an increase of the accelerationof the vehicle.
 6. The vehicle controller according to claim 2, furthercomprising an inclined angle calculator calculating the inclined anglespecified for the under body based on an acceleration of the vehicle,wherein the inclined angle calculator increases the inclined anglespecified for the under body with an increase of the acceleration of thevehicle.
 7. The vehicle controller according to claim 3, furthercomprising an inclined angle calculator calculating the inclined anglespecified for the under body based on an acceleration of the vehicle,wherein the inclined angle calculator increases the inclined anglespecified for the under body with an increase of the acceleration of thevehicle.
 8. The vehicle controller according to claim 4, furthercomprising an oscillation restrictor restricting the oscillation of theupper body until the inclined angle specified for the under body exceedsan oscillation allowable angle.
 9. The vehicle controller according toclaim 5, further comprising an oscillation restrictor restricting theoscillation of the upper body until the inclined angle specified for theunder body exceeds an oscillation allowable angle.
 10. The vehiclecontroller according to claim 6, further comprising an oscillationrestrictor restricting the oscillation of the upper body until theinclined angle specified for the under body exceeds an oscillationallowable angle.
 11. The vehicle controller according to claim 1,further comprising: an actuator generating a driving force that allowsthe inclination angle of the upper body to change; and an oscillationcontroller controlling an operation of the actuator to increase theinclination angle of the upper body in a case where an actual value ofthe inclination angle of the upper body is smaller than an estimationvalue of the inclination angle of the upper body in accordance with theacceleration of the vehicle, and to decrease the inclination angle ofthe upper body in a case where the actual value is greater than theestimation value.
 12. The vehicle controller according to claim 2,further comprising: an actuator generating a driving force that allowsthe inclination angle of the upper body to change; and an oscillationcontroller controlling an operation of the actuator to increase theinclination angle of the upper body in a case where an actual value ofthe inclination angle of the upper body is smaller than an estimationvalue of the inclination angle of the upper body in accordance with theacceleration of the vehicle, and to decrease the inclination angle ofthe upper body in a case where the actual value is greater than theestimation value.
 13. The vehicle controller according to claim 3,further comprising: an actuator generating a driving force that allowsthe inclination angle of the upper body to change; and an oscillationcontroller controlling an operation of the actuator to increase theinclination angle of the upper body in a case where an actual value ofthe inclination angle of the upper body is smaller than an estimationvalue of the inclination angle of the upper body in accordance with theacceleration of the vehicle, and to decrease the inclination angle ofthe upper body in a case where the actual value is greater than theestimation value.
 14. The vehicle controller according to claim 11,wherein the oscillation controller controls the operation of theactuator to inhibit a protrusion amount of the upper body swingablymoving to an outside of the under body by an operation of the pendulummechanism from exceeding a protrusion allowable limit specified at theoutside of the under body.
 15. The vehicle controller according to claim12, wherein the oscillation controller controls the operation of theactuator to inhibit a protrusion amount of the upper body swingablymoving to an outside of the under body by an operation of the pendulummechanism from exceeding a protrusion allowable limit specified at theoutside of the under body.
 16. The vehicle controller according to claim13, wherein the oscillation controller controls the operation of theactuator to inhibit a protrusion amount of the upper body swingablymoving to an outside of the under body by an operation of the pendulummechanism from exceeding a protrusion allowable limit specified at theoutside of the under body.
 17. The vehicle controller according to claim1, wherein the pendulum mechanism includes a lateral oscillation portionthat allows the oscillation of the upper body in a width direction ofthe vehicle.
 18. The vehicle controller according to claim 2, whereinthe pendulum mechanism includes a lateral oscillation portion thatallows the oscillation of the upper body in a width direction of thevehicle.
 19. The vehicle controller according to claim 1, wherein thependulum mechanism includes a longitudinal oscillation portion thatallows the oscillation of the upper body in a front-rear direction ofthe vehicle.
 20. The vehicle controller according to claim 17, whereinthe pendulum mechanism includes a longitudinal oscillation portion thatallows the oscillation of the upper body in a front-rear direction ofthe vehicle.